Motor truck having radial axle guiding structures



. June 10, 1941. M. FREI 2,245,333-

MOTOR TRUCK HAVING RADIAL AXLE GUIDING STRUCTURES Filed Dec. 25, 1938 d 12 p I Jaye/Zia)? Patented June 10, 1941 FE'EQE STATES PATENT 2,245,333 Moroa TRUCK HAVING RADIAL AXLE GUIDING STRUCTURE S Application December 23, 1938, Serial No. 247,505

In Switzerland May 3, 1938 4 Claims.

This invention relates to motor trucks having radial axle guiding structures with positively operating adjusting means.

Such motor trucks of usual construction are Fig. 3 is a top plan view of a second embodiment. 7

In the embodiment shown in Figs, 1 and 2 which is provided with two motor driven, radially either provided with a main frame transmitting 5 p transversely eXtending aXleS, the Wheelthe loading to two associated radially extending n -a le S u t es a e e c designated y a axle supporting structures or the arrangement is and are d v by o s b- T e W ee -andsuch that the main frame transmits the loading x e Structures Support the motors, d h a directly t t 1 boxes and the adjusting ings i associated therewith, by means of projectmeans engage t t axle boxes directly f 10 ing bearings. The motor and the associated gearefi'ecting the radial adjustment. The former conmg are so unitedthat the common housing G struction results ordinarily in a Somewhat heavy thereof forms the radial axle guiding structure. and expensive construction, Whereas the latter The easing o the gearing z is connected with requires a plurality of articulated constituent the truck frame 9 by means of tnangular lmks 9 parts being subject t0 relatively considerable lo whichtransmit longitudinally and transversely wean acting forces, but no vertically acting forces. The present invention is concerned with a T e totalweight imposed by the car on the heavy motor truck having radial axle guiding structures load earner transom 6' through mam frame with positively operating adjusting means where- A by l of truck and body Interlock known in, according to the invention, both radial axle 20 per Se 15 transmltted to T f guiding structures, at least one of which is formed tures by sprmg. Supportmg suspenslon stumps by a housing including a motor and an associated h Whlch are gulded by .frame 6 and bear gearing, are pivotally connected at their outer agamst axle boxes 0 of cylindrical shape by means ends with the truck frame, and are radially ada, of thelr yokes' iusted by a common adjusting device engaging As the car rounds a curve the axle boxes roll with the inner ends of Said t t e on the underside of the stirrups it while the truck gm mg 5 rue ures t f its central position relatively to the the whole arrangement being such that the mOYeS on 0 radial axle guiding structures tmnqmit tencions mam frame, whereas the truck and body interand thrusts exclusively without bein imlue nced lock being connect-ed to the main and truck by vertical 10a ds g frames remains stationary. Due to the axle boxes The transmission of tensions and thrusts is thus shifting away from the midpoint of the stiradvantageously effected mpan f ul rups, the C011 springs d interposed between the k h t Z s 0 P lower flanged ends of the stirrups and thetruck m S W m Y ed 0 he termmal cross frame e become unequally loaded, so that the members of t mam frame so as to P rockable 35 stirrups then tend to assume an inclined position about a horizontal axis and are articulated to on-the ax'le 10036.5. For preventing this, a n the mqtor hollslngs tIame-hke radius bars leling devicepis mtercalated between each stirrup WSPECFIVBIY to be @915 movable in the Vertical and the truck frame, which devices maintain the dlrectmn- These connections provide the flllyokes of the stirrups in horizontal position by rfzrumsd fgr :lge radgial taxle gu in flf u means of links 10'. The links are fixed at one end orme y e mo 0r ousings or e rameto a, roll-shaped body member p of the parallellike radius bars respectively and are not inilu- ,ing device mounted on the truck frame for rocking 51622053133; virltiiclal lglaljlsk fThe transgissioii (:5 the aboutt 1its horizontallyt efiigendirtig axis, arid 1are ro e .c rame o e ax e oxes pivo a y connec ed a oh 0 or ends 0 he is, advaintiagfeouslyteffected by stirrups which are oppositely disposed legs of the stirrups h, thereby suspen e rom e main frame by means of retaining the yokes of the latter in horizontal pointlerrlljening springs arid bear ggaintslt cyliidricgl sition and t'iurs witlgin the plane of the truck ax e ox casings or ro ers an on e un .ersi e frame eveni 1; 102. ing on thestirrups is asymof which the axle boxes roll while the axles swing r0 metrical. The radial adjustment, that is, the

out laterally.

Embodiments of the invention are shown in the accompanying drawing, by way of example only, in which- Fig. 1 shows an elevation of a first embodiment;

Fig. 2 is a top plan View of Fig. 1, and

rocking movement of the wheels and axle structures or radial axle guiding structures G is effected by means of an adjusting device is known per se working on the principle of utilizing the relative rocking movement of a vehicle body and a pivotal truck for the purpose of rockingly adjusting the axles of the vehicle relatively to the truck frame in accordance with the rocking movements of the truck relatively to the vehicle body. This device includes a bell crank lever k which is pivotally connected to the movable truck frame e, at 70, so that one arm thereof extends longitudinally and the other transversely of this frame. The longitudinally directed arm is connected to the ends of the motor housings or radial axle guiding structures G supported by the central transom e of the frame 2, by means of rollers J rotatably mounted on this transom, through links m pivoted to brackets b" on the housings G at 0. The transversely directed arm of the lever 70 is connected to a stud n fixed on the vehicle body by means of a connecting rod n.

During the movement of the truck relatively to the car body about the truck and body interlock, while the vehicle traverses the curve, the fulcrum represented by the stud n fixed to the car body moves substantially longitudinally relatively to the truck frame for the reason that the stud n islocated in the .transverse axis of the frame e through the truck center and is thus eccentric thereto, In orderto permit the movements .described to be realized, the truck andbody interlockmust necessarily act as a fulcrum arranged centrallyof the transome and thus of'the truck. The movements of the eccentric stud n are then transmitted to the lever lcso as to cause the end of the longitudinally directed arm thereof and thereby the fulcrums o to move in the transverse direction. It is obvious that the lengths of the arms of the lever is as well as all other main dimensionsof the truck must be chosen in accordance with the distance between the centers of the trucks of the vehicle with a view to .obtaining geometrically correct adjustments of the wheel and axle structures a about the respective truck centers in every curve of the track. Transverse movements of the car body relative to the truck frame, such as oscillations or vibrations that may be set up in the car body or the frame A from side shocks or the like have no detrimental influence since the corresponding movements of the stud n have no effect on the lever Ic on accountiof the presence of the connecting rod n which then swings ineffectively about its fulcrumon the transverse arm of this lever, thereby rendering the adjusting device unsusceptible to lateral motions of the car body. The connecting rod n thus provides a non-thrust transmitting connection between the car body and the radial axle guiding structures in regard to transverse movements of thecar body relativelyto the truck frame.

In the embodiment shown in Fig. 3, the wheeland-axle structures are again designated by a, one of which only being motor driven and the radialaxle guiding structure of this driven wheeland-axle structure being again formed by the common housing G of the motor b and the gearing 1', while the other radial axleguiding structure is formed by a frame-like radius rod b'.

The truck frame e engages with the axles by means of bearings included .in the circular axle boxes. If a fixed axle having loose wheels is used in conjunction with the radius bar I) the latter is rigid with the axle andearries in addition the connecting bracket for the connection between the truck frame and the radius bar I), which connection is immovable in any direction except vertically. The connections between .the motor housing Grand the radial axle guiding structure I) on the one hand and the truck frame e on the other hand are formed by triangular links ,0 of the kind described in connection with the first embodiment. Furthermore, both radial axles are loaded, that is, subjected to stress by the truck frame e in a manner similar to that explained in connection with the first embodiment.

Various changes and modifications may be made in the constructive details without departing from the inventive idea and the scope of the appended claims is not to be considered as limited except as specified therein.

I claim:

1. In a rail vehicle having a motor truck provided with automatically adjusted radial axle guiding structures adapted to carry motor actuated axle driving means, a vehicle frame carrying the body of the vehicle, a truck frame, two of said axle guiding structures carried by said truck frame, a truck and body interlock pivotally supporting said vehicle frame on said truck frame centrally between the axles, means forelastically supporting said truck frame on said axles, connecting means immovably inter-connecting said truck frameand the outer ends of said structures except for vertical spring adjustments between said parts, a common adjusting device for said structures intercalated between said truckframe and the inner ends of said structures, and linking means interposed between said device and said vehicle frame positively influencing said device only in accordance with the longitudinal movements of said vehicle frame relatively to said truck frame, for preventing relative transverse movements of said frames from influencing said guiding structures.

2. In a rail vehicle having a motor truck provided with automatically adjusted radial axle guiding structures adapted to carry motor actuated axle driving means, a vehicle frame carrying the body of the vehicle, a truck frame, two of said axle guiding structures mounted on said truck frame, a truckand body interlock pivotally supporting said vehicle frame on said truck frame centrally'between the radialax'les, means for elastically supporting said truck frameon said axles, triangular links pivotally connected to said truck frame on a substantially horizontal axis and articulated to the outer ends of said structures, thereby being adapted to transmit the longitudinal and transverse tensions and thrusts acting between said truck frame and said structures, and prevented from being loaded by said truck frame, a common adjusting device for said structures intercalated between said truck frame and the inner ends of said structures resting against said frame, and linking means interposed between-said device and-said vehicle frame positively influencing said device only in accordance with the longitudinal movements of said vehicle frame relatively to said truck frame, for preventing relative transverse movements of said frames from influencing said guiding structures.

3. In a rail vehicle having a. motor truck provided with automatically adjusted radial axle guiding structures adapted to carry motor actuated .axle driving means, a vehicle frame carryins the body of the vehicle, a truck frame, two of said axle guiding structures mounted on said truck frame, a truck and body interlock pivotally supporting said vehicle frame on said truck frame centrally between the axles of said structures, cylindrical axle boxes providing bearings forsaid axles, stirrups having depending spring supporting ends suspended on said boxes, vehicle springs extending upwardly from said ends into engagement with said truck frame, paralleling devices guiding said stirrups in parallelism with their original position while said boxes roll on said stirrups in adaptation to radial adjustments of said axles, connecting means non-resiliently interconnecting said truck frame and the outer ends of said structures except for adjustments of said springs, a common adjusting device for said structures intercalated between said truck frame and the inner ends of said structures, and linking means interposed between said device and said vehicle frame positively influencing said device only in accordance with the longitudinal movements of said vehicle frame relatively to said truck frame, for preventing relative transverse movements of said frames from influencing said guiding structures.

4. In a rail vehicle having a motor truck provided with automatically adjusted radial axle guiding structures adapted to carry motor actuated axle driving means, a vehicle frame carrying the body of the vehicle, a truck frame, two of said axle guiding structures carried by said truck frame, a truck and body interlock p-ivotally supporting said vehicle frame on said truck frame centrally between the axles of said structures, cylindrical axle boxes providing bearings for said axles, stirrups having depending spring supporting ends suspended on said boxes, vehicle springs extending upwardly from said ends into engagement with said truck frame, a forked member for each of said stirrups vertically rockable on said truck frame and sustaining the respective stirrup in parallelism with its original position while said boxes roll on said stirrups in adaptation to radial adjustments of said axles, connecting means non-resiliently interconnecting said truck frame and the outer ends of said structures except for adjustments of said springs, a common adjusting device for said structures intercalated between said truck frame and the inner ends of said structures, and linking means interposed between said device and said vehicle frame positively influencing said device only in accordance with the longitudinal movements of said Vehicle frame relatively to said truck frame, for preventing relative transverse movements of said frames from influencing said guiding structures.

MAX FREI. 

